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At least 649 records · Page 36
All sourcesNASA NTRSDOE OSTI
NASA NTRS1983

Integrated Technology Rotor/Flight Research Rotor (ITR/FRR) concept definition study

Studies were conducted by Hughes Helicopters, Inc. (HHI) for the Applied Technology Laboratory and Aeromechanics Laboratory, U.S. Army Research and Technology Laboratories (AVRADCOM) and the Ames Research Center, National Aeronautics and Space Administration (NASA). Results of predesign studies of advanced main rotor hubs, including bearingless designs, are presented in this report. In addition, the Government's rotor design goals and specifications were reviewed and evaluated. Hub concepts were designed and qualitatively evaluated in order to select the two most promising concepts for further development. Various flexure designs, control systems, and pitchcase designs were investigated during the initial phases of this study. The two designs selected for additional development were designated the V-strap and flat-strap cruciform hubs. These hubs were designed for a four bladed rotor and were sized for 18,400 pounds gross weight with the same diameter (62 feet) and solidity (23 inch chord) as the existing rotor on the Rotor Systems Research Aircraft (RSRA).

Hughes, C. W.↗
NASA NTRS1985

Application of two-dimensional unsteady aerodynamic to a free-tip rotor response analysis

The free-tip rotor utilizes a rotor blade tip which is structurally decoupled from the blade inboard section. The tip is free to pitch about its own pitch axis to respond to the local flow angularity changes. The tip also experiences the heaving motion due to the flapping of the rotor blade. For an airfoil in any pitching and heaving motion which can be expanded into a Fourier series, the lift and moment calculated by Theodoren's theory is simply the linear combination of the lift and moment calculated for each harmonic. These lift and moment are then used to determine the response of the free-tip rotor. A parametric study is performed to determine the effect of mechanical damping, mechanical spring, sweep, friction, and a constant control moment on the free-tip rotor response characteristics and the resulting azimuthal lift distributions. The results showed that the free-tip has the capability to suppress the oscillatory lift distribution around the azimuth and to eliminate a significant negative life peak on the advancing tip. This result agrees with the result of the previous analysis based on the steady aerodynamics.

Yates, L.↗
NASA NTRS1984

The prediction of transonic flows on advancing rotors

The object of this investigation was to find and demonstrate a means of performing efficient finite-difference computations of rotor loading for a trimmed rotor in high-speed, advancing flight. The essence of the scheme that was developed is a loose-coupled iteration procedure between a finite difference and a comprehensive integral rotor code. The coupling involves a transfer of appropriate load and inflow data between the two codes such that consistency is maintained. Sample computations, including a limited comparison with model rotor data, are presented. The scheme converges rapidly. The finite-difference computation of one rotor revolution with this scheme may provide sufficient accuracy for many purposes.

Tung, C.↗
NASA NTRS1985

Preliminary report on in-flight measurement of rotor hub drag and lift using the RSRA

The Rotor Systems Research Aircraft (RSRA) is a compound helicopter that was test flown as a fixed wing aircraft, with the main rotor blades removed and the rotor hub installed. An onboard rotor load measurement system measured the resulting rotor hub drag and lift. Measured hub drag and lift are plotted for comparison to that predicted by full scale and 1/6 scale model wind tunnel tests. The success of the demonstration gives confidence that planned improvements to the RSRA will allow high accuracy hub drag and lift measurements to be made in flight on a routine research basis.

Acree, C. W., Jr.↗
NASA NTRS1985

Test results from a dynamic model dynaflex rotor

A one-fifth scale dynamic model of the Sikorsky Dynaflex rotor was tested in hover and in forward flight conditions in a wind tunnel. The Dynaflex rotor features an advanced composite structure which flexes to provide a constant speed universal joint action. Testing concentrated on confirming that the stability and dynamic response of the rotor were satisfactory. Lift conditions of up to .11 Ct/sigma and advance ratios as high as .46 were reached. Vibratory loads were compared to those of articulated rotors. The Dynaflex rotor concept appears to be a practical concept from the standpoint of dynamic response and stability.

Niebanck, C. F.↗
NASA NTRS1985

Coupled rotor-body vibrations with inplane degrees of freedom

In an effort to understand the vibration mechanisms of helicopters, the following basic studies are considered. A coupled rotor-fuselage vibration analysis including inplane degrees of freedom of both rotor and airframe is performed by matching of rotor and fuselage impedances at the hub. A rigid blade model including hub motion is used to set up the rotor flaplag equations. For the airframe, 9 degrees of freedom and hub offsets are used. The equations are solved by harmonic balance. For a 4-bladed rotor, the coupled responses and hub loads are calculated for various parameters in forward flight. The results show that the addition of inplane degrees of freedom does not significantly affect the vertical vibrations for the cases considered, and that inplane vibrations have similar resonance trends as do flapping vibrations.

Ming-Sheng, H.↗
NASA NTRS1986

Rotor performance characteristics from an aeroacoustic helicopter wind-tunnel test program

An investigation of helicopter rotor noise at model scale was conducted in the Langley 4 by 7 meter tunnel. The program described was the first of a planned three-phase project whose purpose was to examine the characteristic noise mechanism involved in main rotor/tail rotor interaction noise. This first phase was conducted with a main rotor only, in order to identify the characteristic noise generated by only the main rotor. The aerodynamic operating conditions of the rotor system were defined during the test. The acoustic data were properly referenced.

Hoad, D. R.↗
NASA NTRS1985

Rotor instability due to loose rotating part

Loosening of a rotating part from its fixed position on the shaft or a part of the stator which comes loose and begins to turn with the rotor very frequently represents machinery malfunction. The loose part becomes involved in rotative motion mostly due to dry or fluid friction, and thus its motion is very erratic. The loose part can also move axially along the shaft. Detachment of the rotating part causes changes in the rotor balance state. Most often this results in higher unbalance. During steady-state operation the effect of a loose rotating part can manifest itself through heat vibration. It can be diagnosed by observing periodic changes of amplitude and phase of the synchronous response. During start-up (or shutdown) a loose rotating part carrying some amount of unbalance may manifest its dynamic action in the form of subsynchronous vibrations, very similar to those of other instabilities. The objective of this demonstration is to observe the effect of a loose rotating part (fixed, however, in the axial direction) under both steady-state (rotor constant speed) and transient (rotor start-up or shutdown) operation. The dynamic response depends very much on the amount of damping in the system: lubrication of the loose part/shaft surfaces and addition/elimination of aerodynamic drag blades, mounted on the loose disk, significantly change the rotor response.

Muszynska, A.↗
NASA NTRS1984

A theoretical analysis of the effect of thrust-related turbulence distortion on helicopter rotor low-frequency broadband noise

The purpose of the analysis is to determine if inflow turbulence distortion may be a cause of experimentally observed changes in sound pressure levels when the rotor mean loading is varied. The effect of helicopter rotor mean aerodynamics on inflow turbulence is studied within the framework of the turbulence rapid distortion theory developed by Pearson (1959) and Deissler (1961). The distorted inflow turbulence is related to the resultant noise by conventional broadband noise theory. A comparison of the distortion model with experimental data shows that the theoretical model is unable to totally explain observed increases in model rotor sound pressures with increased rotor mean thrust. Comparison of full scale rotor data with the theoretical model shows that a shear-type distortion may explain decreasing sound pressure levels with increasing thrust.

Williams, M.↗
NASA NTRS1986

The NASA modern technology rotors program

Existing data bases regarding helicopters are based on work conducted on 'old-technology' rotor systems. The Modern Technology Rotors (MTR) Program is to provide extensive data bases on rotor systems using present and emerging technology. The MTR is concerned with modern, four-bladed, rotor systems presently being manufactured or under development. Aspects of MTR philosophy are considered along with instrumentation, the MTR test program, the BV 360 Rotor, and the UH-60 Black Hawk. The program phases include computer modelling, shake test, model-scale test, minimally instrumented flight test, extensively pressure-instrumented-blade flight test, and full-scale wind tunnel test.

Watts, M. E.↗
NASA NTRS1985

A comparative study of tail rotor noise mechanisms

A study was made of helicopter tail rotor noise, particularly that due to interactions with the wakes of the main rotor, hub, and fuselage, and with the engine exhaust. Both harmonic and broadband noise were analyzed. The disturbed flow into the tail rotor was modeled using combinations of aerodynamic and acoustic flow codes along with some necessary estimates of turbulence properties. Representative calculations show that the main rotor wake is the strongest contributor to both harmonic and broadband tail rotor noise. The fuselage separation wake and the engine exhaust flow are also very important to both harmonic and broadband noise. The hub and hub-shaft wakes are important contributors to the broadband noise only. The tip vortices do not seem to be important to broadband noise, but their effects on harmonic noise were not modeled accurately enough to draw any conclusions from this study.

George, A. R.↗
NASA NTRS1987

Active Suppression of Rotor Vibrations

In active rotor control, vibrations of flexibly supported rotors suppressed by use of electronic feedback control system. System senses vibration level of rotor system and, in turn, provides damping such that vibration level maintained within acceptable limits. Enables rotor to operate through and above its critical speeds, increases bearing life, reduces size and weight of rotating shafts, and generally enables rotors to operate more smoothly.

Dirusso, Eliseo↗
NASA NTRS1984

A rotor optimization using regression analysis

The design and development of helicopter rotors is subject to the many design variables and their interactions that effect rotor operation. Until recently, selection of rotor design variables to achieve specified rotor operational qualities has been a costly, time consuming, repetitive task. For the past several years, Kaman Aerospace Corporation has successfully applied multiple linear regression analysis, coupled with optimization and sensitivity procedures, in the analytical design of rotor systems. It is concluded that approximating equations can be developed rapidly for a multiplicity of objective and constraint functions and optimizations can be performed in a rapid and cost effective manner; the number and/or range of design variables can be increased by expanding the data base and developing approximating functions to reflect the expanded design space; the order of the approximating equations can be expanded easily to improve correlation between analyzer results and the approximating equations; gradients of the approximating equations can be calculated easily and these gradients are smooth functions reducing the risk of numerical problems in the optimization; the use of approximating functions allows the problem to be started easily and rapidly from various initial designs to enhance the probability of finding a global optimum; and the approximating equations are independent of the analysis or optimization codes used.

Giansante, N.↗
NASA NTRS1986

NASA rotor systems research aircraft: Fixed-wing configuration flight-test results

The fixed-wing, airplane configuration flight-test results of the Rotor System Research Aircraft (RSRA), NASA 740, at Ames/Dryden Flight Research Center are documented. Fourteen taxi and flight tests were performed from December 1983 to October 1984. This was the first time the RSRA was flown with the main rotor removed; the tail rotor was installed. These tests confirmed that the RSRA is operable as a fixed-wing aircraft. Data were obtained for various takeoff and landing distances, control sensitivity, trim and dynamics stability characteristics, performance rotor-hub drag, and acoustics signature. Stability data were obtained with the rotor hub both installed and removed. The speed envelope was developed to 261 knots true airspeed (KTAS), 226 knots calibrated airspeed (KCAS) at 10,000 ft density altitude. The airplane was configured at 5 deg. wing incidence with 5 deg. wing flaps as a normal configuration. Level-flight data were acquired at 167 KCAS for wing incidence from 0 to 10 deg. Step inputs and doublet inputs of various magnitudes were utilized to acquire dynamic stability and control sensitivity data. Sine-wave inputs of constantly increasing frequency were used to generate parameter identification data. The maximum load factor attained was 2.34 g at 206 KCAS.

Erickson, R. E.↗
NASA NTRS1986

Summary of AH-1G flight vibration data for validation of coupled rotor-fuselage analyses

Under a NASA research program designated DAMVIBS (Design Analysis Methods for VIBrationS), four U. S. helicopter industry participants (Bell Helicopter, Boeing Vertol, McDonnell Douglas Helicopter, and Sikorsky Aircraft) are to apply existing analytical methods for calculating coupled rotor-fuselage vibrations of the AH-1G helicopter for correlation with flight test data from an AH-1G Operational Load Survey (OLS) test program. Bell Helicopter, as the manufacturer of the AH-1G, was asked to provide pertinent rotor data and to collect the OLS flight vibration data needed to perform the correlations. The analytical representation of the fuselage structure is based on a NASTRAN finite element model (FEM) developed by Bell which has been extensively documented and correlated with ground vibration tests.The AH-1G FEM was provided to each of the participants for use in their coupled rotor-fuselage analyses. This report describes the AH-1G OLS flight test program and provides the flight conditions and measured vibration data to be used by each participant in their correlation effort. In addition, the mechanical, structural, inertial and aerodynamic data for the AH-1G two-bladed teetering main rotor system are presented. Furthermore, modifications to the NASTRAN FEM of the fuselage structure that are necessary to make it compatible with the OLS test article are described. The AH-1G OLS flight test data was found to be well documented and provide a sound basis for evaluating currently existing analysis methods used for calculation of coupled rotor-fuselage vibrations.

Dompka, R. V.↗
NASA NTRS1987

Application of a system modification technique to dynamic tuning of a spinning rotor blade

An important consideration in the development of modern helicopters is the vibratory response of the main rotor blade. One way to minimize vibration levels is to ensure that natural frequencies of the spinning main rotor blade are well removed from integer multiples of the rotor speed. A technique for dynamically tuning a finite-element model of a rotor blade to accomplish that end is demonstrated. A brief overview is given of the general purpose finite element system known as Engineering Analysis Language (EAL) which was used in this work. A description of the EAL System Modification (SM) processor is then given along with an explanation of special algorithms developed to be used in conjunction with SM. Finally, this technique is demonstrated by dynamically tuning a model of an advanced composite rotor blade.

Spain, C. V.↗
NASA NTRS1987

Effect of planform taper on hover performance of an advanced AH-64 model rotor

The hover performance of a 27 percent scale model baseline rotor and advanced rotor with a 3:1 tapered tip (TR3) for the AH-64 attack helicopter was investigated and compared. Hover results from a previously tested advanced rotor with a 5:1 tapered tip (TR5) were also compared. Rotor thrust was varied over a range for two tip Mach numbers. The results indicated that the TR3 blades had improved performance compared with the TR5 blades, and both the TR3 and TR5 blades were superior to the baseline rotor. The additional margin in performance for the TR3 blades was likely due to an increase in blade area and Reynolds number in the tip region of the blades.

Kelley, Henry L.↗
NASA NTRS1985

Cost characteristics of tilt-rotor, conventional air and high speed rail short-haul intercity passenger service

The cost analysis done to support an assessment of the potential for a small tilt-rotor aircraft to operate in short-haul intercity passenger service is described in detail. Anticipated costs of tilt-rotor air service were compared to the costs of two alternatives: conventional air and high speed rail (HSR). Costs were developed for corridor service, varying key market characteristics including distance, passenger volumes, and minimum frequency standards. The resulting cost vs output information can then be used to compare modal costs for essentially identical service quality and passenger volume or for different service levels and volumes for each mode, as appropriate. Extensive sensitivity analyses are performed. The cost-output features of these technologies are compared. Tilt-rotor is very attractive compared to HSR in terms of costs over the entire range of volume. It also has costs not dramatically different from conventional air, but tilt-rotor costs are generally higher. Thus some of its other advantages, such as the VTOL capability, must offset the cost disadvantage for it to be a preferred or competitive mode in any given market. These issues are addressed in the companion report which considers strategies for tilt-rotor development in commercial air service.

Schoendorfer, David L.↗